Report 

On  the  Operation  of  the  Street 

Railroad  Lines  of  San 

Francisco 


A  Report  to  the  Committee  on  Street  Railroads  of  the 
Merchants'  Association  of  San  Francisco 


THE /IV[ERCHANTS»  ASSOCIATION 
OF  SAN  FRANCISCO. 

February  I,  1909. 


REPORT 


ON  THE  OPERATION  OF  THE 


STREET  RAILROAD  LINES 


OF  SAN  FRANCISCO 


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CONTENTS 


Prefatory    Page     6 

Letter   of   Transmission ' '  7 

List  of  Numbered  Lines "  8 

Table  showing  Market  Street  car  intervals  at  Ferry fl  8 

Table  showing  south  of  Market  Street  car  intervals  at  Ferry "  9 

Kesume    of    Tables "  10 

OPEEATION  OF  STREET  CAR  LINES: 

Bosworth  Street  Line ' '  30 

Bryant    Street    Line "  22 

California  Street  Line "  25 

Castro    Street    Line "  28 

Cemeteries  Car  Line — Number  14 .  "  22 

Clement  Street  Line ' '  27 

Devisadero   Street  Line "  29 

Eighth  and  Eighteenth  Streets  Line • "  23 

Eighteenth   Street   Line ' <  20 

Ellis  and  Ocean  Car  Line — Number  20 "  13 

Fillmore  Street  Car  Line — Number  22 < '  15 

Fillmore  and  Mission  Streets  Car  Line — Number  23 "  1£ 

Fillmore    Street    Hill    Line ' '  27 

Folsom    Street    Line ' '  22 

Fulton   Street   Line ' ' «  29 

Geary  Street  Line ! < '  2f> 

Glen  Park   Car   Line — Number    10 "  02. 

Guerrero  Street  Car  Line — Number  10 "  20 

Haight  Street  Car  Line — Number  7 "  12 

Hayes  and  Ellis  Streets  Car  Line — Number  21 "  18 

Howard  Street  Line "  22 

Hyde   Street   Line < «  26 

Ingleside  Car  Line — Number  12 "  21 

Jones  Street   Line "  25 

Kentucky  Street  Car  Line — Number  16 ' '  17 

Mail  Dock  Line "  23 

Market  Street  Car  Line — Number  8 : "  12 

Masonic  Ave.  Car  Line — Number  6 "  11 

McAllister  Street  Car  Line — Number  5 "  11 

Mission  and  Brannan  Streets  Line *<  19 

Mission  Street  and  Chutes  Car  Line — Number  24 "  16 

Mission  and  Twenty-fourth  Streets  Car  Line — No.  11 <f  21 

Montgomery  and  Tenth  Streets  Line «  19 

Pacific  Avenue  Line «  25 

Parkside,  Ocean  and  Beach  Line "  29 

3 

M19450 


Parkside  and  San  Mateo  Line Page  29 

Powell  Street   Line "  24 

Polk  and  Bryant  Streets  Car  Line — Number  19 "  16 

Polk  and  Mission  Streets  Car  Line — Number  18 ' '  13 

Railroad  Avenue  Line lt  25 

Sacramento  Street  Line ' '  24 

San  Bruno  Avenue  Line "  28 

San    Mateo    Line "  26 

Sixth  and  Sansome  Streets  Line "  19 

South  San  Francisco  R.  R.  &  P.  Co "  28 

Sutter  Street  Car  Line — Number  1 "  13 

Sutter  and  Jackson  Streets  Car  Line — Number  3 ' '  14 

Sutter   Street   Horse    Car   Extension "  14 

Third  and  Townsend  Streets  and  North  Beach  Car  Line — Number  15 "  17 

Third  and  Townsend  Streets  and  Ferries  Car  Line — Number  15 "  17 

Turk  and  Eddy  Streets  Car  Line — Number  4 < '  10 

TJnion  Street  Line "  26 

Valencia  Street  Car  Line — Number  9 "  13 

"Washington   and   Jackson    Streets   Line lt  25 

'General    Remarks "  30 

SUGGESTIONS: 

Extra  Conductors  "  30 

Trailers ' '  30 

Push   Buttons    "  31 

Doors     ' <  31 

Strap-Hangers     "  31 

Trolleys     "  31 

Owl   Cars    "  31 

Crowded    Rear    Platforms ' '  31 

Right  of  way  for  Street  Cars "  32 

Car    Routes "  32 

TRANSFER  SUGGESTIONS: 

California    Street  Line "  32 

Kentucky   Street   Line "  33 

Geary  Street  Line "  33 

SPECIAL  REPORTS: 

Numbering    of    Street    Cars "  34 

Possibility  of  Running  Sutter  Street  Cars  to  Ferry lt  3) 


THE  MERCHANTS'  ASSOCIATION  OF  SAN  FRANCISCO, 

1909 

Officers 

President 

Andrew    M.    Davis 
1st  Vice-President  2nd   Vice-President 

C.    K.    Mclntosh  Hartland    Law 

Treasurer  Secretary  Attorneys 

Byron  Mauzy  L.  M.  King  Wright  &  Wright 

Directors 

E.    S.    Atkins Eobert    S.    Atkins 

Gustave  Brenner Gore   Investment   Co. 

Andrew  M.  Davis The  Emporium 

J.   A.   Eveleth Eveleth-Nash   Co. 

W.  D.  Fennimore California  Optical  Co. 

Hartland    Law Monadnock    Building 

Byron  Mauzy Byron  Mauzy  Piano  Co. 

C.  K.  Mclntosh S.  F.  National  Bank 

H.  W.  Postlethwaite Holmes .  Lime   Co. 

M.  H.  Bobbins,  Jr Otis  Elevator  Co. 

A.  W.  Scott,  Jr Scott  &  Magner 

E.   H.   Swayne Swayne,  Hoyt  &  Co. 

Frank  J.  Symmes Thomas  Day  Co. 

I.  O.  Upham Isaac  Upham  Co. 

P.    P.    Stone Bancroft-Whitney    Co. 

Committee  on   Street  Railroads 
I.  O.  Upham,  Chairman. 

Hartland  Law  E.  H.  Swayne 

Eobert    S.   Atkins  W.  D.  Fennimore 


PREFATORY 


To  the 'Members  of  the  Merchants'  Association  of  San  Francisco: — 
In  view  of  the  many  complaints  received  from  members  and  other 
citizens  regarding  inadequate  street  car  service,  the  Board  of  Directors 
decided  last  January  to  have  a  thorough  inspection  made  of  all  lines 
in  the  city  for  the  purpose  of  ascertaining  just  what  was  the  real 
situation  and  where  improvements  could  be  suggested.  A  special 
Inspector  was  employed  to  travel  continually  over  all  the  lines  at  all 
hours  of  the  day  and  evening  for  six  weeks  and  to  make  a  complete 
report  with  suggested  improvements. 

We  submit  herewith  the  full  report  of  our  Inspector,  which  was 
ordered  printed  and  distributed  to  all  members  of  the  Association 
and  to  the  Board  of  Supervisors  for  their  information  as  to  actual 
conditions. 

This  report  is  now  being  studied  by  our  Committee  on  Street 
Railroads  and  the  matter  will  be  taken  up  in  detail  with  the  street 
railroad  companies  and  the  Supervisors,  with  the  view  of  securing 
an  improved  service  as  soon  as  possible. 

ANDEEW  M.   DAVIS, 

President 


LETTER  OF  TRANSMISSION 


San  Francisco,  February  1,  1909. 

To  the  Committee  on  Street  Railroads, 

The  Merchants'  Association  of  San  Francisco. 

Gentlemen : 

Pursuant  to  your  instructions  that  "a  careful  inspection  be  made 
of  every  street  railroad  line  in  San  Francisco,  at  all  hours  of  the  day 
and  evening,  for  the  purpose  of  ascertaining  what  is  the  character 
of  service  on  each  line,  the  system  of  handling  crowds,  transfer  arrange- 
ments, numbering  of  cars,  headway,  etc.,  with  the  view  of  ascertaining 
if  possible  the  cause  of  the  many  complaints  from  the  public  and  what 
improvement  in  the  service  can  be  suggested  that  would  give  the 
public  better  service,"  I  beg  to  submit  the  report  hereto  annexed. 

In  making  this  investigation,  all  lines  in  the  city  were  travelled 
during  the  rush  hours  of  the  morning  and  evening  and  the  slack  hours 
during  the  middle  of  the  day.  Special  attention  was  also  given  to  the 
theatre  travel  at  night  and  the  Sunday  travel  to  the  Park,  Beach, 
Ingleside  and  San  Mateo. 

Special  reports  were  also  made,  pursuant  to  instructions,  on  the 
new  system  of  numbering  cars  and  on  the  possibility  of  running  the 
Sutter  Street  cars  over  the  inner  tracks  on  Market  Street  to  the 
Ferries,  and  are  hereto  annexed. 

Respectfully  submitted, 

(Signed)      Warren  Manley, 

Inspector. 


•  7 


NUMBERED  LINES  OF   THE  UNITED  RAILROADS 


Table  showing  number  of  each  of  the  street  car  lines  on  February  1, 
1909.  These  numbers  are  placed  on  top  of  each  car  and  indicate  the 
line  travelled  by  it. 


No.     1   Sutter 

No.     3 Sutter  and  Jackson 

No.     4 Turk  and  Eddy 

No.     5 McAllister 

No.     6   ..., Masonic 

No.     7    Haight 

No.     8   Market 

No.     9   Valencia 

No.  10  I  Guerrero 

"  1  Glen  Park 
No.  11...,  Mission  and  24th 


No.  12  Ingleside 

No.  14   Cemeteries 

No.  15 3rd  and  Kearny 

No.  16    Kentucky 

No.  18  Mission  and  Polk 

No.  19 Bryant  and  Polk 

No.  20 Ellis  and  Ocean 

No.  21 Hayes  and  Ellis 

No.  22    Fillmore 

No.  23 Fillmore  and  Mission 

No.  24 Mission  and  Chutes 


TABLE  SHOWING  INTERVALS  AT  WHICH  CARS  OPERATING 

ON  MARKET  STREET  REACH  FERRY  ON  AN 

AVERAGE  EVENING 

February  1,  1909 


McAllister 5 :00 

Valencia   5 :01 

Masonic  5 :02 

Haight   5  :03 

Turk  and  Eddy 5 :04 

Market   5 :06 

McAllister  5  :06 

Valencia   5 :08 

McAllister   5 :08% 

Haight  5:09 

Turk  and  Eddy ....5 :09% 

Valencia   5:09% 

McAllister 5 :12 

Market   5 :13 

Haight  5:13% 

Turk  and  Eddy 5  :14 

Market   5:14% 

McAllister   5 :14% 


Valencia   5:14% 

Haight  5:15 

Sutter  horse  car 5 :17 

Masonic 5:17 

Valencia   .....5:18% 

Market 5 :19 

Haight 5:19 

McAllister   5  :20 

Masonic  5:20 

Turk  and  Eddy 5  :20% 

Valencia   5:21% 

McAllister 5 :22 

Market    5 :23 

Turk  and  Eddy 5  :23 

Haight  5:23 

Valencia   5:24% 

Sutter  horse  car 5  :25% 

Turk  and  Eddy 5 :26% 


8 


McAllister    5  :27 

Haight  5:27% 

Masonic  5:28 

Market    5:28 

Valencia   5:29% 

Valencia    5  :31 

Turk  and  Eddy 5  :3iy2 

Haight  5:32 

McAllister   5 :32 

Turk  and  Eddy 5  :33 

Market   .*. 5  :33y2 

Valencia   5  :34 

Market    '.. 5:34% 

Haight  5:35% 

Valencia    5:36% 

Masonic  5  :37 

Market    5:37 

Sutter  horse  car 5  :37% 

Turk  and  Eddy 5  :38 

McAllister 5  :38 

Haight  5:38% 

Valencia    5  :39 

McAllister   5 :40 

Masonic  5 :42 

McAllister   5  :42% 

Market    5:42% 

Haight   5  :44 


Valencia   5  :44 

Turk  and  Eddy 5  :45 

Market    5:45 

Haight  5:45% 

McAllister   5  :46 

Valencia   5 :47 

Sutter   horse    car 5 :47 

Market   5:47 

Turk  and  Eddy 5 :48 

Haight  5:48 

Market   5  :49 

Valencia   5 :50 

Haight  5:50% 

Masonic  5:51 

McAllister 5 :51 

Turk  and  Eddy 5 :53 

Market    5 :54 

McAllister 5  :55 

Haight  5:55% 

Valencia   5  :56 

Masonic  5:57 

McAllister  5  :57 

Turk  and  Eddy 5  :57% 

Haight  5:58 

Valencia   5  :59 

Market   5:59% 

McAllister  ...  6  :00 


TABLE  SHOWING  INTERVALS  AT  WHICH  CARS  OPERATING 

SOUTH   OF  MARKET  STREET  WITH  THE   FERRY 

FOR  AN  EASTERN  TERMINAL  REACH  THE 

FERRY  ON  AN  AVERAGE  EVENING 

February  1,  1909 


Folsom    5  :00 

Mission  and  24th 5  :01 

Howard  5  :02 

Folsom    „ 5  :04 

Glen   Park 5 :05% 

Cemeteries   5 :07 

Guerrero   5 :08 

Ingleside  5 :10 

Howard  5:11 

Folsom    5:12% 

Mission  and  24th 5:16 


Howard  5  :17 

Folsom  5:17% 

Glen  Park   5:18 

Folsom  5:20 

Guerrero   _ 5 :21 

Ingleside  5:22 

Howard  5  :23 

Folsom   5:25% 

Glen  Park  5 :27 

Mission  and  24th 5  :28% 

Cemeteries   5 :29% 


Howard 5:30 

Folsom  5  :32 

Folsom  5:34 

Guerrero  5  :34i/2 

Mission  and  24th 5 :35 

Howard 5:361/2 

Folsom  5:371/2 

Ingleside   5  :40 

Glen  Park  5 :40 

Mission   and   24th 5 :4iy2 

.  Folsom    ;5  :4iy2 

Cemeteries    5  :44 

Folsom  5:441/2 


Mission  and  24th 5  :45 

Folsom  5:4S 

Mission  and  24th 5  :49 

Howard 5 :49 

Glen   Park 5 :50 

Guerrero   5  :51 

Ingleside  5  :54 

Mission  and  24th 5 :55 

Howard  5  :56y2 

Cemeteries   5  :58 

Glen  Park  5  :59y2 

Folsom    .  6:00 


RESUME  OF  TABLES 


1 
McAllister  

Dumber    of 
Cars     on 
Line 

18 

Headway 
in                    S 
Minutes 

3 

Valencia    

;.23 

3 

Masonic 

12 

6V? 

Haight  

21 

2V2-3 

Turk  and  Eddy  
Market    

20 
17 

4 
3 

Sutter  horse  car 

2 

10 

Folsom  

15 

4 

Mission  and  24th  
Howard 

19 
13 

31/2 

41/9 

Glen  Park  . 

10 

7 

Cemeteries 

11 

12 

Guerrero 

12 

10 

Ingleside 

10 

12 

Number    of    Number    of    Cars 
Cars     that        that  reach  tho 
Should,   reach  Ferry    per    Hour 
tho     Ferry          according    to 
per    H«'u- 


20 

20 

9 

20 

15 

20 

6 

15 

17 

13 

8 

5 

6 

5 


Tablo 

17 

17 
8 

16 

13 

15 

4 

13 

8 

8 

6 

4 

4 

4 


REPORT  ON  THE  OPERATION  OF  THE  STREET  CAR  SYSTEMS 
OF  SAN  FRANCISCO 


LINES  OPERATING  ON  MARKET  STREET 

No.  4— Turk  and  Eddy 

Maximum  number  of  cars,  20.  Minimum  headway,  4  minutes. 

EOUTE — Out  Market  from  Ferry  to  Eddy  to  Devisadero  to  Sac- 
ramento to  Lake  to  6th  Ave.  to  Clement  to  8th  Ave.  to  Fulton  to  6th 
Ave.  and  return.  (On  returning— Devisadero  to  Market  via  Turk  in- 
stead of  Eddy.) 

10 


A  four-minute  headway  is  not  enough  for  this  thickly  settled  part 
of  the  city.  The  same  schedule  should  be  maintained  all  day,  as  cars 
do  not  run  more  frequently  than  once  every  eight  minutes  at  times. 
The  cars  are  more  than  crowded  from  5  p.  m.  to  nearly  7  p.  m.  Over 
100  cash  fares  are  rung  up  per  trip,  exclusive  of  transfers,  which  are 
not  rung  up.  24  people  crowded  the  front  platform  one  night,  hinder- 
ing the  work  of  the  motorman  and  making  it  utterly  impossible  for 
passengers  to  get  on  or  off.  From  Market  and  Eddy  west,  the  cars 
are  so  crowded  during  the  rush  hours  at  night  that  passengers  cannot 
get  on.  The  service  in  the  morning  is  fair,  as  the  crowd  going  down 
town  is  spread  over  a  longer  length  of  time.  The  track  is  in  bad 
condition  on  this  line,  especially  from  Polk  and  Eddy  west.  The 
Supervisors  have  a  measure  up  insisting  that  the  United  Railroads  pave 
between  the  tracks  or  lose  their  franchise.  The  whole  route  shows 
bad  streets  due  to  this  neglect. 

If  more  cars  were  run,  some  should  switch  back  at  Eddy  and 
Market  to  pick  up  the  west  bound  passengers  at  transfer  points, 
during  the  rush  hours  at  night.  The  passengers  east  bound  on  such 
cars  could  get  good  service  by  transferring  east  to  Market  at  Eddy 
and  Market,  as  was  done  before  the  fire. 


No.  5— McAUister 

Maximum  number  of  cars,  18. 

Minimum  headway  3  to  4  minutes;  5-minute  cars  running  to  Cen- 
tral Ave.  only;  7  to  10-minute  cars  running  to  Chutes. 

ROUTE— Out  Market  from  Ferry  to  McAllister  to  Car  House  at 
McAllister  and  Central  Ave.  Every  other  car  continues  through  to 
Chutes. 


This  line  gives  fair  service  at  times,  but  is  handicapped  by 
the  old  style  cars,  which  do  not  hold  the  number  of  people  the  heavy 
type  of  car  does.  The  new  track  was  laid  on  the  south  side  of  Mc- 
Allister to  Fillmore  from  Market,  but  not  on  the  other  side.  All  of 
the  old  track  is  in  a  deplorable  condition  and  is  damaging  the  gear 
boxes  and  armatures  on  the  cars.  The  cars  are  greatly  overcrowded 
during  the  evening  rush  hours.  The  cars  that  only  go  to  the  car 
house  never  carry  at  such  time  less  than  a  hundred  passengers,  which 
is  a  great  many  for  this  style  of  car,  while  the  cars  that  go  through 
to  the  Chutes  are  crowded  beyond  reason.  All  of  the  cars  should  run 
through  to  the  Chutes,  especially  mornings  and  evenings.  18  cars 
are  not  enough  for  this  line  and  several  are  taken  off  during  the  slack 
hours,  making  extra  long  waits  at  transfer  points. 


No.  6 — Masonic 

(The  name  of  this  line  is  a  misnomer,  as  it  runs  for  but  three 
blocks  on  Masonic  Ave.) 

Maximum  number  of  cars,  12.  Minimum  headway,  6%  minutes. 

11 


ROUTE— Out  Market  from  Ferry  to  Hayes  to  Fillmore  to  Oak 
to  Masonic  to  Frederick  to  Clayton  to  Carl  to  Stanyan  to  Parnassas 
Ave.  to  Affiliated  Colleges.  (Return  via  Page  instead  of  Oak.) 


There  are  not  enough  cars  on  this  line  to  give  adequate  service, 
especially  during  the  evening  rush  hours.  The  cars  are  well  crowded 
from  5  p.  m.  on,  but  not  nearly  so  much  as  on  other  lines.  The  morning 
service  is  fair,  none  being  especially  overcrowded,  the  only  drawback 
being  the  long  wait  for  cars.  This  line  does  not  run  through  as 
populous  a  district  as  other  lines. 


No.  7— Haight 

Maximum  number  of  cars,  21.      Minimum  headway,  2l/2  and  3  minutes. 

ROUTE— Out  Market  from  Ferry  to  Haight  to  Stanyan. 

This  line  gives  as  good  service  as  any  line  running  on  Market 
Street.  During  the  business  hours  in  the  morning  the  service  is  good 
and  all  through  the  day  as  well.  During  the  evening  rush  a  great 
many  people  are  carried  and  the  cars  get  crowded,  but  they  run  often, 
and  if  a  crowded  car  would  not  stop  but  make  the  crowds  that  wait  for 
their  cars  at  the  safety  stations  wait  for  the  next  car  (.which  in  the 
case  of  the  Haight  Street  Line  is  right  behind)  they  would  not  be  so 
overcrowded.  One  Haight  Street  car  often  follows  right  after  another 
in  the  evening,  yet  the  first  one  will  not  have  standing  room  and  there 
will  be  seats  in  the  second.  This  is  a  quite  a  contrast  to  London  tram- 
ways, where  the  law  does  not  allow  them  to  stop  for  passengers  unless 
there  are  vacant  seats.  The  Haight  Street  line  is  the  last  one  of  these 
lines  operating  on  Market  Street  that  needs  attention.  It  is  one  of  the 
few  lines  of  the  city  that  has  the  new  heavy  track  all  the  way. 


No.  8— Market 

Maximum  number  of  cars,  17.  Minimum  headway,  3  minutes. 

ROUTE— Out  Market  from  Ferry  to  Castro  and  18th  Street. 


This  line,  with  the  possible  exception  of  the  Valencia  line,  is  the 
most  crowded  of  all  the  lines  running  on  Market  Street  during  the 
evening  rush  hours.  It  would  take  twice  the  number  of  cars  running 
at  present  to  handle  the  crowd  from  5  p.  m.  on.  Previous  to  this  time 
of  the  day  the  service  is  fairly  good.  The  seating  capacity  of  these 
cars  (the  regular  heavy  type)  is  44.  About  100  people  can  get  into 
one  of  these  cars,  crowding  the  aisle  and  platforms.  The  new  way 
of  arranging  the  seats  in  the  Polk  and  Larkin  lines,  namely  side  seats 
the  length  of  the  car,  gives  the  same  seating  capacity,  44,  but  has 
the  advantage  of  more  aisle  space.  This  is  mentioned  here  to  show 
how  a  rearrangement  of  the  seats  would  accommodate  more  people 
by  running  the  same  number  of  cars.  (See  diagram,  page  2.) 

One  reason  for  the  overcrowding  of  these  cars  during  the  evening 
is  because  the  great  number  of  working  people  living  in  that  part  of 

12 


the  Mission  west  of  the  Valencia  line  are  dependent  upon  this  one  line. 
This  section  of  the  city  grew  rapidly  after  the  fire,  so  that  the  present 
line  carries  many  more  passengers  than  the  old  Castro  Cable  line  did. 


No.  9 — Valencia 

Maximum  number  of  cars,  23.                Minimum  headway,  3  minutes. 
ROUTE — Out  Market  from  the  Ferry  to  Valencia  to  Mission  to 
29th  to  Noe.  

This  is  a  line  that  is  always  crowded,  as  it  bears  the  burden  of 
the  travel  to  and  from  the  Mission.  The  cars  are  crowded  in  the 
morning  and  at  no  time  during  the  day  can  you  count  on  getting  a 
seat.  From  5  p.  m.  the  travel  is  very  heavy.  The  Mission  district 
has  grown  very  rapidly,  with  business  houses  as  well  as  homes.  The 
people  who  live  in  the  Mission  and  who  work  in  the  big  buildings  on 
Market  Street  and  north  of  Market  Street  patronize  this  line  instead 
of  walking  over  a  block  to  the  Mission  Street  line,  which  gets  its 
rush  at  5  p.  m.,  while  the  Valencia  line  has  a  continuous  rush  from 
5  to  6  and  after.  More  cars  are  needed  on  this  line  to  handle  the 
traffic.  There  is  not  a  hill  on  the  line.  The  headway  is  good,  and  with 
good  track  all  the  way  trailers  could  be  easily  used  to  great  advantage. 


No.  1— Sutter 

Maximum  number  of  cars,  23.  Minimum  headway,  3  minutes. 

ROUTE— From  Market  and  Sutter  out  Sutter  to  Presidio  Ave. 
to  California  to  6th  Ave.,  every  other  car  going  to  the  beach  via  the 
old  Cliff  House  Steam  Line. 

This  line  does  not  run  on  Market  Street,  strictly  speaking,  but 
it  should  and  does  to  a  certain  extent  through  its  extension  in  the 
two  horse  cars  that  run  down  Market  to  the  Ferry.  This  line  is 
pretty  well  crowded  at  all  times  of  the  day,  carrying  more  passengers 
during  the  middle  of  the  day  than  the  Turk  and  Eddy  line  that  runs 
almost  a  parallel  route  and  draws  its  passengers  from  the  same 
neighborhood.  It  is  not  an  uncommon  thing  for  30  passengers  to 
board  these  cars  at  the  Fillmore  Street  transfer  point,  bound  either 
way,  and  the  same  thing  at  the  Kearny  Street  transfer  point  and  the 
Polk  Street  transfer  point,  while  west  bound.  This  line  should  run 
to  the  Ferry,  not  only  to  relieve  the  congestion  on  Market  Street, 
but  for  the  benefit  of  its  patrons,  as  is  attested  by  the  number  of 
people  transferring  at  Sutter  and  Market,  The  Sutter  Street  trans- 
fers do  not  state  that  they  are  good  on  east  bound  Market  Street 
cars  to  the  Ferry,  thus  causing  many  people  to  ride  on  the  horse  cars 
who,  if  they  were  informed,  would  transfer  to  one  of  the  numerous 
Market  Street  cars  in  preference. 

Horse  Car  Extension 

There  are  two  horse  cars  running  on  the  outside  tracks  on  Market 
Street  from  Sutter  and  Market  to  the  Ferry.  They  leave  about  every 

13 


10  minutes  and  take  nearly  20  minutes  for  the  round  trip.  They  are 
overcrowded  at  all  times  of  the  day  and  are  a  disgrace  to  a  modern 
city.  People  do  not  know  that  transfers  are  good  on  all  the  linea 
running  on  Market  Street  and  the  company  takes  no  pains  to  so 
inform  the  public. 

(N0te — The  Merchants'  Association  made  earnest  efforts  to  find  a  way  by  which  the 
Suiter  Street  cars  might  be  operated  over  the  outer  tracks  on  Market  St.  under  a  temporary 
permit  and  was  disappointed  that  its  efforts  were  not  successful.  It  still  hopes  that  a 
solution  of  this  matter  will  be  reached  that  will  be  satisfactory  to  all  parties). 


No.  3 — Sutter  and  Jackson 

Maximum  number  of  cars,  23.  Minimum  headway,  6%  minutes. 

ROUTE — On  Sutter  from  Market,  thence  out  Jackson  to  Presidio 
Ave.,  via  Fillmore  Street. 

The  electric  line  running  on  Sutter  from  Market,  thence  out 
Jackson  to  Presidio  Ave.  via  Fillmore  St.,  has  just  resumed  service 
and  is  always  crowded,  being  greatly  overcrowded  from  5  o'clock 
in  the  afternoon. 

Passengers  who  want  to  go  to  the  Richmond  District  repeatedly 
board  these  cars  on  Sutter  Street,  east  of  Fillmore,  and  do  not  find  out 
their  mistake  until  the  cars  turn  off  at  Fillmore.  Fillmore  and  Sutter 
Streets  is  one  of  the  busiest  corners  in  the  city,  and  the  large  cars 
turning  from  Fillmore  into  Sutter  have  many  narrow  escapes  from 
accidents  each  day.  This  line  would  give  more  satisfaction  if  run 
on  Fillmore  and  out  Jackson. 


SUNDAY  CROWDS 

As  handled  by  the  United  Railroads  on  the  Sutter,  Turk  and  Eddy, 
Ellis  and  O'Farrell  Lines. 

The  Sunday  traffic  is  quite  different  from  the  week  day  travel, 
not  only  in  the  number  of  passengers  carried,  but  the  time  the  rush 
is  on  and  by  what  lines  effected. 

The  Sutter  Street  line  with  its  extension  to  the  California  Street 
electric  line  at  6th  Ave.,  and  California,  transports  a  great  many 
people  to  the  beach  from  noon  time  on.  At  about  4  o'clock  the 
crowds  begin  to  return  to  town.  From  100  to  150  passengers  are 
carried  west  bound,  while  the  east  bound  traffic  is  not  so  heavy. 

The  Turk  and  Eddy  line  is  effected  by  the  same  rush  to  the 
park.  Between  120  and  125  passengers  being  carried  each  trip. 

The  Ellis  and  O'Farrell  Street  line,  with  the  extension  west  on  H 
Street,  south  of  the  park,  has  the  same  rush  to  both  park  and  beach. 
Fully  150  passengers  are  carried  each  trip,  and  twice  the  present 
number  of  cars  are  needed  to  bring  the  crowds  in  from  the  beach 
via  H  Street. 

There  is  a  short  rush  to  the  Ferry  Sunday  mornings  from  7 
a.  m.  to  9  or  10  a.  m.  depending  upon  the  weather.  The  service  is 
none  too  good  on  the  lines  running  on  Market  Street,  but  there  is  no 
overcrowding  as  there  is  on  the  west  bound  cars  in  the  afternoon. 

*      14 


CROSS  TOWN  LINES 


No.  22 — Fillmore 

Maximum  number  of  cars,  19.  Minimum  headway,  3  minutes. 

ROUTE — Broadway  and  Fillmore,  south  on  Fillmore  to  13th  to 
Church  to  16th  to  Bryant. 


Crowds  patronize  this  line  at  all  times  of  the  day  and  night. 
It  grew  faster  than  any  line  in  the  ctiy  after  the  fire,  but  as  the  large 
business  houses  leave  Fillmore  Street,  it  will  have  fewer  passengers. 
It  will  always  be  a  bigger  line  than  before  the  fire,  however.  The 
service  at  present  is  good,  but  the  aisles  and  doorways  are  always 
crowded.  If  the  outside  seats  were  arranged  parallel  to  the  sides  of 
the  car,  as  the  inside  seats  are,  it  would  aid  greatly  in  handling  the 
crowds  and  at  the  same  time  would  give  the  same  seating  capacity. 
From  ten  to  twenty  passengers  board  each  car  during  the  day  at 
the  intersection  of  Fillmore  with  Sutter,  Turk,  Eddy,  McAllister, 
Haight,  and  Market  Streets,  as  well  as  16th  and  Mission. 

There  is  one  defect  in  the  transfer  system  on  this  line.  Transfers 
from  east  bound  Turk  and  Eddy  Street  cars  are  not  accepted  on 
north  bound  Fillmore  Street  cars,  though  they  are  from  all  other 
east  bound  lines.  This  prevents  people  living  on  the  route  of  the 
Turk  and  Eddy  line  from  getting  over  on  Union  Street,  Harbor  View 
district,  etc.,  without  paying  two  fares. 


No.  23 — Fillmore  and  Mission 

Maximum  number  of  cars,  7.  Minimum  headway,  9  minutes. 

ROUTE — East   on   Sacramento   from  Devisadero   to   Fillmore  to 
13th  to  Church  to  16th  to  Mission  to  29th. 


For  the  most  part,  this  line  is  but  a  duplicate  of  two  lines,  the 
Fillmore  No.  22  and  the  lines  running  on  Mission  Street.  What  few 
cars  there  are,  with  a  poor  headway,  do  well  toward  relieving  the 
traffic  on  Mission  and  Fillmore  Streets,  but  the  line  fails  in  giving 
service  as  a  cross  town  line  in  having  Sacramento  and  Devisadero 
Streets  for  a  western  terminal.  (See  criticism  of  Sacramento  Cable 
Line).  If  enough  cars  were  run  to  reduce  the  headway  to  3  or  4 
minutes,  this  line  would  be  a  connecting  link  between  the  Sacra- 
mento Cable  and  passengers  desiring  to  go  farther  west.  If  this  line 
were  extended  north  on  Devisadero  from  Sacramento  to  Jackson 
(where  the  one  Devisadero  car  now  runs)  and  then  west  on  Jackson 
to  Presidio  Avenue,  the  western  terminal  of  the  Jackson-Sutter  line, 
it  would  do  much  better.  All  that  is  needed  are  curves  at  Sacramento 
and  Devisadero  and  Jackson  and  Devisadero.  The  line  at  present  is 
not  crowded  at  any  time  and  only  has  a  handful  of  passengers  upon 
arriving  at  either  end  of  the  line. 

15 


No.  24 — Mission  and  Chutes 

Maximum  number  of  cars,  13.  Minimum  headway,  7  minutes 

ROUTE — 29th  and  Mission,  along  Mission  to  16th  to  Church  to 
13th  to  Fillmore  to  Oak  to  Devisadero  to  Sacramento  to  Lake  to  6th 
to  Fulton  to  8th  to  Clement  to  6th.  (Returning  via  Page  from  Devis- 
adero to  Fillmore  instead  of  Oak). 


There  are  not  enough  cars  on  this  line  to  give  good  service,  yet 
the  cars  are  well  filled  all  through  the  day,  and  very  nearly  crowded 
at  five  and  six  o'clock.  It  does  good  service  toward  relieving  the 
travel  on  the  Turk  and  Eddy  line  and  the  Mission  Street  lines.  Its 
principal  transfer  points  are  16th  and  Mission,  Haight  and  Fillmore, 
McAllister  and  Devisadero,  Sutter  and  Devisadero.  Either  more 
ears  should  be  added  or  the  Mission  terminal  shortened.  The  head- 
way is  poor  at  present. 


No.  18 — Polk  and  Mission 
Maximum  number  of  cars,  8.  Minimum  headway,  8  minutes 


This  is  one  of  the  many  overcrowded  cross-town  lines.  Only 
eight  cars  are  operated  with  an  8-minute  headway  all  day  long,  no 
provision  being  made  for  rush  hours.  At  10  o'clock  in  the  morning 
this  line  carried  100  cash  fare  passengers  and  101  passengers  on 
transfers,  on  one  car  for  a  single  trip.  The  headway  is  rarely  lived 
up  to  and  it  is  not  unusual  to  wait  15  or  sometimes  20  minutes  for  a 
car.  Crowds  await  these  cars  at  the  transfer  points  at  Market  and 
9th,  Larkin  and  McAllister  and  Polk  and  Sutter.  A  four-minute 
headway  would  be  none  too  good  for  this  line.  (The  old  Polk  and 
Larkin  Cable  line  had  a  21/2-minute  headway). 


No.  19— Polk  and  Bryant* 

Maximum  number  of  cars,  14.  Minimum  headway,  8  minutes. 

ROUTE — On  the  same  tracks  as  the  Polk  and  Mission  from  Lom- 
bard and  Polk,  along  Polk  and  Larkin  to  Larkin  and  Grove  Streets, 
where  it  goes  up  Grove  and  crosses  Market  at  10th,  then  west  on 
Bryant  to  26th. 


Eight  cars  are  used  up  to  the  middle  of  the  afternoon,  when 
fourteen  are  run  under  an  8-minute  headway.  Seventy-five  passengers 
is  a  small  load  for  the  middle  of  the  day,  and  when  the  working 
people  are  going  home,  it  is  often  impossible  to  get  on  the  cars  at 
the  transfer  points,  especially  Polk  and  Sutter  and  at  10th  and  Market. 

*Since  the  above  report  was  made,  the  Bryant  and  Polk  Streets  line  has 
been  discontinued  and  a  new  line,  designated  Ninth  and  Polk,  will  be  operated 
from  Ninth  and  Brannan  Streets,  via  Ninth,  Larkin  and  Polk  Streets  to  Lombard 
Street.  This  line  is  designated  No.  19. 

16 


LINES  OPERATING  ON  THIRD  AND  KEARNY  STREETS 

No.  15— Third  and  Townsend,  Bay  Street  and  North  Beach 

Maximum  number  of  cars,  12.  Minimum  headway,  4  minutes. 

KOUTE — 3rd  and  Townsend  via  3rd  to  Kearny  to  Broadway  to 
Powell  to  Bav. 


Twelve  cars  are  operated  on  this  line  with  a  4-minute  headway 
all  day  long,  no. provision  being  made  for  the  rush  hours.  The  cars 
seldom  live  up  to  the  headway  and  are  always  overcrowded.  From 
5  p.  m.  to  7,  and  in  the  early  morning,  it  is  hard  to  get  on  the  cars 
at  all.  This  line  needs  immediate  attention.  150  passengers  is  the 
average  trip  during  the  day  time. 


No.  15 — Third  and  Townsend  and  Ferries,  via  3rd,  Kearny,  Broadway 

and  East  Streets 

Maximum  number  of  cars,  12.  Minimum  headway,  4  minutes. 

ROUTE — Third  and  Townsend  via  3rd  to  Kearny  to  Broadway  to 
East  Street  to  Ferry  Depot. 


Twelve  cars  are  operated  on  this  line  with  a  4-minute  headway, 
no  provision  being  made  for  the  rush  hours.  The  cars  do  not  live 
up  to  their  headway  and  are  always  crowded  on  Kearny  and  3rd 
Streets  during  the  day.  The  cars  of  this  line  are  continually  blocked 
by  teams  on  Kearny  and  3rd  Streets.  Rarely  less  than  100  passengers 
are  carried  per  trip  and  in  the  evening  the  cars  are  more  than  over- 
crowded. 


No.  16— Kentucky 

Maximum  number  of  cars,  7.  Minimum  headwajr,  5  minutes. 

ROUTE— 3rd  and  Townsend  via  3rd  to  Berry  to  4th  to  Kentucky 
to  22nd  Ave. 


Seven  cars  only  are  operated  on  this  line,  with  a  5-minute  head- 
way. The  headway  on  this  line  means  nothing,  as  the  cars  are  blocked 
at  the  bridge  quite  often  and  by  heavy  tea'ms,  so  that  they  cannot 
be  depended  upons.  There  is  no  reason  why  this  line  should  run  to 
3rd  and  Market,  if  more  cars  were  put  on  the  other  two  lines  running 
on  3rd  Street.  It  would  avoid  confusion  to  have  them  stop  at  3rd 
and  Townsend  and  transfer  to  the  other  two  lines.  The  vast  crowds 
that  wait  at  3rd  and  Market  for  a  car  north  bound  on  Kearny  in- 
variably climb  on  these  cars  when  they  switch  back  at  3rd  and 
Market.  The  delay  generally  blocks  a  3rd  Street  car  that  is  ready  to 
go  through  on  Kearny  Street.  These  cars  are  only  overcrowded 
during  the  rush  hours,  when  they  give  poor  service  to  the  working 
people  who  have  to  patronize  them. 

17 


No.  20— Ellis  and  Ocean 

Maximum  number  of  cars,  26.  Minimum  headway,  2^  minutes, 

ROUTE— Out  Ellis  from  Market  to  Hyde  to  O'Farrell  to  Devis- 
adero  to  Oak  to  Stanyan  to  H  to  19th,  (returning  on  Ellis  from  Devis- 
adero  to  Hyde  instead  of  O'Farrell  and  on  Page  from  Stanyan  to 
Devisadero  instead  of  Oak.)  From  19th  and  H  every  other  car  con- 
tinues out  H  to  Ocean  Boulevard,  thence  west  to  B  Street.  At  Ellis 
and  Market  about  every  third  car  continues  via  4th  Street  to  Town- 
send  to  3rd. 


These  cars  are  always  crowded.  From  7  to  9  in  the  morning  and 
5  to  6  :30  at  night  they  are  overcrowded.  During  the  day  so  many 
cars  are  taken  off  that  the  service  is  very  poor,  with  long  waits,  thus 
crowding  the  cars  all  through  the  day.  The  same  schedule  should  be 
maintained  all  through  the  day.  The  cars  that  run  west  from  19th 
and  H  give  good  enough  service,  but  as  this  line  carries  all  of  the 
passengers  from  the  western  addition  and  the  Sunset  and  Richmond 
districts  to  the  Southern  Pacific  Depot  at  3rd  and  Townsend,  via  the 
cars  that  run  over  4th  Street,  more  of  the  cars  should  run  over  here. 
The  service  to  the  depot  at  present  is  poor.  Another  noticeable  feature 
is  that  nearly  a  car  full  of  passengers  alight  from  each  car  stopping 
at  Ellis  and  Market,  showing  that  the  passengers  are  continuing 
"in  a  general  direction,"  to  use  the  railroad  company's  phrase.  Why 
could  not  some  of  these  cars  run  down  Market  to  the  Ferry? 

The  principal  transfer  points  are  at  Ellis  and  Market  and  Ellis 
and  Fillmore,  where  from  10  to  30  passengers  board  each  car. 

This  is  a  very  important  line,  with  a  very  long  route  covering  a 
great  deal  of  the  city  and  many  residence  districts,  consequently  it 
needs  attention. 


No.  21 — Hayes  and  Ellis 

Maximum  number  of  cars,  7.  Minimum  headway,   8%  minutes. 

ROUTE— Out  Ellis  from  Market  to  Hyde  to  O'Farrell  to  Devis- 
adero to  Hayes  to  Stanyan  to  Fulton,  returning  on  Ellis  from  Devis- 
adero to  Hyde  instead  of  O'Farrell. 


Poor  service  marks  this  line  also.  An  S^-minute  headway  is 
insufficient  service  to  give  people  here.  Of  course  where  the  line 
runs  on  the  tracks  of  the  Ellis  and  Ocean  lines,  it  is  simply  that  many 
more  cars  relieving  the  congestion,  but  from  Devisadero  west  it  is 
poor  service  for  the  people  dependent  upon  this  line  for  transporta- 
tion. The  line  is  crowded  all  day  long,  especially  early  mornings 
and  in  the  evening.  If  the  line  had  more  cars  it  would  relieve  the 
congestion  on  the  McAllister  Street  line,  as  its  western  terminus  is 
the  same,  namely,  the  Richmond  District  around  the  Chutes,  which 
is  a  rapidly  growing  part  of  town. 

18 


Montgomery  and  10th 

Maximum  number  of  cars,  6.  Minimum  headway,  9  minutes. 

ROUTE— 10th  and  Bryant  via  10th  to  Market  to  Polk  to  Grove 
to  City  Hall  Avenue  to  Leavenworth  to  Post  to  Montgomery  Street 
to  the  intersection  of  Montgomery  Street,  Washington  Street  and 
Montgomery  Avenue,  via  Washington  to  Kearny. 


This  is  another  line  with  few  cars  and  poor  service,  consequently 
it  is  never  crowded  and  little  patronized.  This  line  will  increase  in 
travel  and  importance  as  the  surrounding  districts  are  built  up, 
especially  along  Post  and  Leavenworth  Streets.  Two  or  three  more 
cars  would  reduce  the  headway,  so  passengers  would  be  willing  to 
wait  for  cars. 


6th  and  Sansome 

Maximum  number  of  cars,  4.  Minimum  headway,  12  minutes. 

Routes — Southern  end  of  the  line — north  on  6th  from  Brannan 
to  Market,  along  Taylor  to  Post.  Northern  end  of  the  line — east  on 
Bush  from  Kearnv  to  Sansome  to  Chestnut. 


This  line  was  divided  into  two,  as  the  cars  were  so  often  blocked 
by  teams  and  building  material  on  Kearny  and  Post  Streets  (the  con- 
necting link  between  the  two  present  divisions)  that  no  adequate 
service  could  be  maintained.  The  service  at  present  cannot  be  called 
service,  as  a  12-minute  wait  for  a  car  is  beyond  reason  in  such  a 
district.  6th  Street  is  rapidly  rebuilding  and  needs  better  attention. 
The  other  end  that  runs  over  Sansome  Street  seems  to  have  been  ex- 
tended to  reach  the  new  Free  Market  and  the  wholesale  houses  that 
have  been  built  in  that  part  of  town  since  the  fire.  The  cars  should 
run  over  the  connecting  link  and  should  have  twice  the  number  of 
cars  at  least.  The  opening  of  the  new  retail  center  on  Post,  Sutter, 
Stockton  and  Grant  Ave.  on  March  1st  will  demand  the  service.  The 
cars  of  this  line  are  not  crowded  at  present  and  have  no  rush  hour, 
but  do  a  fair  business  all  through  the  day.  (Note.  Since  the  above 
was  written  the  track  on  Post  Street  has  been  put  in  use,  so  this  is 
one  continuous  line  from  6th  and  Brannan  to  Sansome  and  Chestnut). 


Mission  and  Brannan 

This  is  an  important  line  of  one  car  running  every  twelve  minutes 
on  Ninth  Street  between  Brannan  and  Mission  Streets.  It  is  never 
crowded  and  carries  but  few  passengers,  yet  it  would  give  some  sort 
of  service  if  the  car  ran  continually  instead  of  laying  over  at  the 
ends  of  the  line.  It  is  strongly  recommended  that  this  be  done,  as 
there  is  no  good  reason  for  their  waiting  any  length  of  time  at  either 
terminus. 

19 


Eighteenth 

Maximum  number  of  cars,  10.  Minimum  headway,  6  minutes. 

ROUTE— Out  Harrison  from  8th  to  14th  to  Guerrero  to  18th  to 
Falcon  Avenue  to  Clayton  to  Ashbury  to  Frederick  to  Clayton  to 
Waller  to  Stanyan. 


People  living  in  Ashbury  Heights,  Buena  Vista  Heights  arid  the 
surrounding  country  are  dependent  upon  this  line  for  service.  A 
six-minute  headway  is  not  very  encouraging  for  growing  neighbor- 
hoods. People  build  much  sooner  where  they  see  good  car 
service  than  they  do  where  it  is  neglected,  as  this  line  ,is.  Mornings 
and  evenings  the  cars  get  crowded  at  times,  due  to  the  long  waits 
between  cars,  though  the  traffic  could  be  handled  very  nicely  with 
ii  little  shorter  headwav. 


LINES   OPERATING   SOUTH   OF  MARKET  WITH   THE   FERRY 
FOR  THE  EASTERN  TERMINUS 


No.  10 — Guerrero  Street  Line 

Maximum  number  of  cars,  12.  Minimum  headway,  10  minutes. 

ROUTE — Out  Mission  from  the  Ferry  to  14th  Street  to  San  Jose 
Avenue  and  Ocean  View. 


This  is  one  of  the  five  lines  running  on  Mission  Street,  and  though 
each  line  starts  at  the  Ferry  and  goes  out  Mission  Street,  they  branch 
off  to  different  parts  of  the  Mission.  A  10-minute  headway  is  poor 
service  for  a  passenger  wanting  to  go  to  the  end  of  the  line,  but 
for  service  on  Mission  Street  alone,  between  the  five  lines,  they  run 
very  regularly.  This  Guerrero  Street  line  is  crowded  in  the  morning 
from  7  to  8.  The  only  lines  south  of  Market  that  are  crowded  in  the 
morning  are  lower  Mission,  Howard  and  Folsom  Street  lines,  as  the 
working  men  employed  in  the  machine  shops,  factories,  etc.,  live  in 
the  Mission  and  use  these  lines.  The  cars  are  crowded  again  at  5 
p.  m.,  but  not  at  6  p.  m.  The  travel  during  the  day  is  light.  The 
Guerrero  Street  line  needs  new  tracks  the  entire  length  of  the  route 
and  larger  cars. 


No.  10— Glen  Park 

Maximum  number  of  cars,  10.  Minimum  headway,  7  minutes. 

ROUTE — Out   Mission   from   the   Ferry   to   14th   to   Guerrero   to 
Chenery  Street  and  San  Jose  Ave. 


This  line  gives  a  little  better  service  than  the  other  line  num- 
bered 10,  the  Guerrero  Street  line,  though  they  run  over  the  same 
tracks  most  of  the  way.  It  is  crowded  from  7  to  8  a.  m.,  and  5  p.  m., 

20 


but  not  at  6  p.  m.,  same  as  the  Guerrero  Street  line,  with  light  travel 
during  the  day.  The  tracks  are  in  poor  condition  and  the  heavy 
type  of  car  is  needed.  16th  and  Guerrero  is  the  busiest  transfer 
point  on  this  line.  This  line  should  have  a  separate  number  from 
the  Guerrero  Number  10. 


No.  11 — Mission  and  24th 

Maximum  number  of  cars,  19.  Minimum  headway,  3%  minutes. 

ROUTE — Out  Mission  from  the  Ferry  to  22nd  to   Chattanooga 
to  24th  to  Hoffman  Ave. 


This  line  bears,  the  burden  of  the  Mission  travel  and  should 
be  relieved  by  the  other  lines  running  on  Mission  Street,  or  even 
new  tracks  with  the  heavy  type  of  car  would  possibly  double  the 
efficiency  of  the  service.  It  is  crowded  beyond  the  safety  point 
around  7  a.  m.,  the  working  men  often  climbing  upon  the  roofs  of 
the  cars.  At  5  p.  m.  the  line  is  crowded  again,  while  by  6  o'clock  a 
passenger  can  generally  get  a  seat.  The  travel  all  through  the  day 
is  brisk  on  these  cars,  and  they  give  good  service  except  as  stated 
at  7  a.  m.  and  5  p.  m.  The  districts  tapped  by  this  line  are  thriving, 
growing  centers  and  should  have  more  attention  paid  to  them. 


No.  12— Ingleside 

Maximum  number  of  cars,  10.  Minimum  headway,  12  minutes. 

ROUTE — Out  Mission  from  Ferry  to  Onondaga  Avenue  to  Ocean 
Avenue  to  Ingleside. 


This  line  gives  a  very  poor  headway  service.  Ingleside  and 
Parkside  are  growing  rapidly,  especially  the  district  near  the  junction 
of  Ocean  and  Onondaga  Avenues.  The  fastest  cars  and  heavy  rails 
should  be  used  on  a  line  such  as  this.  Good  time  could  be  made  in 
the  outlaying  districts  where  few  stops  are  made.  Instead  of  making 
improvements  the  line  seems  to  be  neglected. 

There  is  no  need  of  this  line  running  to  the  Ferry,  making  it  one  of 
the  longest  lines  in  the  city.  The  two  or  three  cars  on  lower  Mission 
Street  at  any  given  time  do  not  relieve  the  congestion  there,  as  the 
Ingleside  cars  do  not  get  a  load  until  well  out  Mission  Street.  Rarely 
more  than  half  a  dozen  people  board  the  cars  at  the  Ferry,  and  they 
often  leave  without  a  single  passenger.  The  same  applies  upon 
reaching  the  Ferry.  Much  better  service  could  be  given  and  better 
results  obtained,  if  this  line  started  from  some  point  on  Mission 
Street,  say  14th,  and  then  went  to  Ingleside.  This  would  allow  trans- 
ferring from  all  lines  running  on  Mission  Street  with  good  service  in 
connecting  with  the  Ferry. 

21 


No.  14 — Cemeteries 

Maximum  number  of  cars,  11.  Minimum  headway,  12  minutes. 

ROUTE— Out   Mission   from   the   Ferry   to   St.   Daly's   Hill   and 
Colma  to  Cemeteries. 


This  line  is  well  crowded  mornings  and  evenings,  while  during 
the  day,  though  the  travel  is  strong,  it  is  not  extra  heavy.  Sundays  and 
holidays  this  line  is  crowded  all  day  with  passengers  going  to  the 
cemeteries  and  down  the  peninsula.  More  cars  are  needed  for  the 
rush  hours  and  extra  provision  should  be  made  for  the  Sunday  travel. 
Passengers  are  picked  up  at  all  the  transfer  points,  though  the  inter- 
section of  16th  and  Mission  Streets  is  undoubtedly  the  biggest  point. 


Folsom 

Maximum  number  of  cars,  15.  Minimum  headway,  4  minutes. 

ROUTE— Out  Folsom  from  the  Ferry  to  26th  and  Precita  Avenue. 


The  same  crowds  board  the  cars  of  this  line  in  the  early  morning 
and  at  5  p.  m.  that  board  the  lines  running  on  Mission  Street.  At 
6  p.  m.  the  traffic  is  light  and  good  service  is  given  all  through  the 
day.  Some  of  the  first  style  of  heavy  type  cars  are  used  on  this  line, 
which  is  a  convenience  to  passengers  and  accommodates  a  larger  num- 
ber of  people.  The  intersection  of  Folsom  with  3rd  as  well  as  16th 
Street  are  the  biggest  transfer  points.  This  line  does  not  need  as 
much  attention  as  do  the  other  South  of  Market  lines. 


Howard 

Maximum  number  of  cars,  13.  Minimum  headway,  4%  minutes. 

ROUTE— Out  Howard  from  Ferry  to  24th  to  Rhode  Island. 


Though  this  line  does,  not  carry  nearly  as  many  passengers  as 
the  Mission  Street  line,  it  could  stand  a  great  deal  of  improvement 
in  the  way  of  new  tracks  and  the  heavy  type  of  car.  The  4%-minute 
schedule  is  not  lived  up  to  either,  it  often  being  6  and  7  minutes  before 
a  car  comes.  This  line  is  pretty  well  crowded  at  7  in  the  morning 
and  again  at  5  in  the  evening,  but  not  at  6.  All  during  the  day  the 
travel  is  light.  The  only  transfer  point  of  note  is  at  Howard  and  3rd 
Streets,  where  the  greatest  number  of  passengers  board  the  cars. 


LINES     OPERATING    SOUTH     OF    MARKET    WITH    MARKET 
STREET  AS  A  TERMINUS 


Bryant 

Maximum  number  of  cars,  7.  Minimum  headway,  8  minutes. 

ROUTE— Along  2nd  Street  from  Market  to  Bryant  to  26th  to 
Mission,  returning  from  10th  via  Brannan  instead  of  Bryant  into 
Second  Street. 

22 


This  line  gives  insufficient  service.  There  is  not  much  travel  in 
this  part  of  town  and  as  the  whole  route  is  through  the  burnt  dis- 
trict (a  great  deal  of  which  out  on  Bryant  Street  has  not  been  rebuilt) , 
it  is  not  expected  to  handle  many  passengers.  It  gets  its  biggest 
crowds  at  7  a.  m.  and  5  p.  m.,  but  what  traffic  is  does  handle  through 
the  day  should  be  given  better  service.  The  main  transfer  point  is 
at  16th  and  Bryant. 


Mail  Dock 

Maximum  number  of  cars,  2.  Minimum  headway,  12  minutes. 

KOUTE — From  Market  and  5th  along  5th  to  Bluxome  Street  to 
4th  to  Townsend  to  3rd  to  Brannan  to  Mail  Dock. 


The  route  of  this  line  has  been  extended,  as  formerly  it  simply 
ran  from  3rd  and  Brannan  to  the  Mail  Dock.  It  should  either  be 
made  an  important  line  or  discontinued,  as  it  has  no  rush  hours,  but 
gets  a  crowd  spasmodically.  It  is  intended  presumably  to  carry 
passengers  between  the  three  centers  of  travel — the  Mail  Dock,  the 
S.  P.  Depot  at  3rd  and  Townsend,  as  well  as  the  freight  depot  at 
4th  and  King  and  5th  and  Market.  5th  and  Market  is  a  travel  center, 
in  that  nearly  all  the  railroad  ticket  offices  are  in  the  Flood  Building, 
besides  being  the  terminus  of  the  San  Mateo  Electric  line.  A  person 
would  often  fail  to  catch  a  train  or  a  boat  waiting  for  the  cars  of 
this  line. 


8th  and  18th 

Maximum  number  of  cars,  16.  Minimum  headway,  3  minutes. 

ROUTE— From  8th  and  Market  along  8th  to  Bryant  to  16th  to 
Kansas  to  17th  to  Connecticut  to  18th  to  Kentucky  to  Railroad  Avenue 
to  22nd  Ave. 


In  conjunction  with  the  Kentucky  Street  line  this  is  the  only 
line  that  reaches  the  new  wholesale  district,  viz.,  from  Channel  Street 
to  South  Street  and  from  8th  to  the  bay.  Through  the  extension  line 
(Railroad  Ave.  line)  and  in  conjunction  with  the  Kentucky  Street 
line,  it  is  the  only  way  by  which  the  Union  Iron  Works,  the  Reis 
tract  and  the  adjoining  new  tracts  of  land  that  are  being  converted 
into  residence  districts,  may  be  reached.  It  gives  fair  service  at 
present,  though  crowded  at  7  a.  m.  and  5  p.  m.,  but  is  not  crowded 
at  6  p.  m.  as  the  worlrng  people  patronizing  this  line  leave  work  at 
5  p.  m.  All  through  the  day  the  travel  is  heavy,  though  not  to  ex- 
tremes. This  line  bids  fair  to  be  one  of  the  most  traveled  in  town 
before  long  and  needs  attention  on  that  account.  Just  at  present  the 
line  could  do  better  work  by  cutting  right  over  8th  through  the  whole- 
sale district  to  where  the  line  now  runs  on  18th  and  Connecticut.  The 
route  traveled  between  these  points  is  simply  duplicating  part  of  the 
route  of  the  Bryant  Street  line  (on  Bryant  from  8th  to  16th)  and  the 

23 


Fillmore  Street  line  No.  22  could  continue  over  16th  from  where  it 
stops  at  Bryant  to  18th  and  Connecticut  to  accommodate  the  pupils 
of  the  California  School  of  Mechanical  Arts  (Lick  School)  and  the 
Wilmerding  School  of  Industrial  Arts  at  16th  and  Utah. 


CABLE  LINES 


Powell 

Maximum  number  of  cars,  6.  Minimum  headway,  5  minutes. 

ROUTE — From  Powell  and  Market  over  Powell  to  Jackson  to 
Mason  to  Montgomery  Avenue  to  Taylor  to  Bay  Street. 


This  line  gives  much  better  service  than  the  number  of  cars  and 
the  headway  would  suggest,  though  two  or  three  cars  more  would  not 
be  amiss.  The  service  on  Powell  Street  over  as  far  as  Jackson,  is 
relieved  by  the  Jackson  and  Washington  Cable  line,  running  8  cars  on 
a  5-minute  headway  during  the  day,  and  11  on  a  S^-mnmte  to 
4-minute  headway  during  the  rush  hours.  The  transfer  service,  the 
time  and  all,  are  good  on  these  cars,  much  better  than  on  the  electric 
lines.  The  cars  are  crowded  all  day  long,  but  are  rarely  as  over- 
crowded as  the  electric  cars  are.  The  North  Beach  district  is  growing 
very  fast  and  when  the  new  Columbia  and  Orpheum  theaters  open, 
as  well  as  the  three  cafes  that  will  center  at  Powell  and  Eddy  and 
Market  Streets,  this  line  will  need  attention  as  well  as  a  large  increase 
in  the  number  of  cars. 


Sacramento 

Maximum  number  of  cars,  8.  Minimum  headway,  4%  minutes. 

ROUTE — Sacramento'  and  Fillmore  down  Sacramento  to  Larkin 
to  Clay  to  Ferry,  returning  via  Sacramento  instead  of  Clay. 


The  need  of  more  cars  and  better  service  on  this  line  is  apparent 
from  the  crowds  that  travel  on  it  from  4 :30  p.  m.  up  to  6  :30  p.  m. 
This  is  the  only  time  of  day  that  the  cars  are  crowded,  however. 
During  the  day,  travel  is  light  and  from  6  :30  a.  m.  to  9  :30  p.  m.  the 
same  people  go  down  town  that  return  between  5  and  6  p.  m.  The 
downtown  business  houses  near  this  line  are  growing  and  the  dwellings 
are  being  rapidly  built  in  the  burned  district  east  of  Van  Ness  Avenue. 
The  United  Railroads  made  a  mistake,  however,  when  they  tore  up  all 
the  old  cable  slot  and  track  on  Sacramento  Street  between  Devisadero 
and  Fillmore.  Heavy  tee  rails  and  a  well  paved  street  now  take  the 
place  of  what  was  needed,  •  but  the  cable  slot  on  Sacramento  from 
Devisadero  to  Walnut  Street  still  remains,  as  well  as  the  old  Jackson 
Street  cable  slot  on  Presidio  Avenue  from  Jackson  to  California. 
These  remain  to  rust  and  mar  the  use  and  looks  of  the  street,  but 
the  very  ones  that  were  needed  were  torn  out  in  order  to  get  an 
electric  line.  The  Sacramento  Street  line  is  spoiled  by  terminating 

24 


at  Fillmore.  In  the  first  place,  it  ends  on  a  steep  hill  with  a  switch 
at  the  end,  which  is  unsafe  and  a  menace  to  the  public.  All  of  the 
gripmen  complain  of  the  difficulty  of  stopping  on  the  hill.  In  the 
second  place,  a  connection  with  the  Turk  and  Eddy  line  at  Sacramento 
and  Devisadero  would  give  some  service,  so  passengers  could  travel 
west.  This  connecting  link  is  now  filled  by  the  Fillmore  and  Mission 
Street  Line  No.  23,  running  but  seven  cars  every  nine  minutes.  This 
is  very  poor  service,  as  one  can  walk  the  intervening  four  blocks  in 
less  time,  but  transfers  are  not  accepted  there.  This  matter  needs 
adjustment. 


Pacific  Avenue 

Number  of  cars,  3.  Minimum  headway,  7  minutes. 

ROUTE— On  Pacific  Avenue  from  Polk  to  Broderick  Street. 


Very  poor  service  is  given  on  this  line.  People  patronize  the 
Washington  and  Jackson  line,  just  one  block  south  and  running 
every  five  minutes  during  the  day  to  3%  to  4  minutes  during  the  rush 
hours.  The  Pacific  Avenue  line  is  not  the  line  it  was  before  the  fire, 
when  it  went  over  Polk  and  Larkin  as  well,  but  if  it  is  going  to  be 
resumed  again  it  should  have  enough  cars  to  give  good  service.  Very 
few  people  ride  at  present. 


Washington  and  Jackson 

Maximum  number  of  cars,  11.         Minimum  headway,  3^2  to  4  minutes. 
ROUTE— Powell  and  Market  via  Powell  to  Jackson  to  Steiner  to 
Washington  to  Powell  to  Market. 


This  cable  line  runs  8  cars  on  a  5-minute  headway  during  the 
day.  It  is  not  overcrowded  then,  but  often  falls  way  behind  the 
headway.  In  the  evening  11  cars  are  put  on  a  3%  to  4  minute  head- 
way, which  is  nowhere  near  enough  to  handle  the  crowds  com- 
fortably. This  line  should  run  to  the  Ferry  to  relieve  the  Sacramento 
Street  cable  line,  as  that  part  of  the  city  is  growing  very  rapidly. 
The  cars  are  not  needed  on  the  Powell  and  Mason  line  as  much  as 
they  are  east  of  Powell.  A  few  more  cars  on  Powell  Street  could 
then  handle  the  traffic  very  nicely.  The  service  is  very  good  on  Powell 
at  present. 


California  Street   Cable 

Maximum  number  of  cars,  19.  Minimum  headway,  21/4  minutes. 

ROUTE— On  California  from  Market  to  Presidio  *Ave. 


This  company  operates  a  maximum  number  of  19  cars  with  a 
214-minute  headway,  evenings,  and  a  5-minute  headway  during  the 
day.  The  cars  give  very  good  service,  though  more  cars  could  be 
used  mornings  and  evenings  during  the  rush. 

25 


Hyde  Street 

Maximum  number  of  cars,  12.  Minimum  headway,  4  to  6  minutes, 

ROUTE— Market  and  O'Farrell  via  O'Farrell  to  Jones  to  Hyde 
to  Jefferson  Street. 


A  maximum  of  12  cars  are  operated  on  the  Hyde  Street  line, 
with  a  4-minute  headway  during  the  rush  hours,  and  a  6-minute  head- 
way during  the  day.  The  service  is  fair  on  this  line  and  is  not  much 
overcrowded,  except  from  Market  Street  to  Hyde  and  California, 
between  5  and  6  p.  m. 


Jones  Street 

Two  cars  are  run  on  Jones  Street,  from  Jones  and  O'Farrell  to 
Market  and  Jones.    They  are  all  that  are  needed  on  this  run. 


GEARY  STREET  CABLE  LINE  (Geary  St.,  Park  &  Ocean  R.  R.  C.o) 

Maximum  number  of  cars,  22.  Minimum  headway,  3  minutes. 

ROUTE — Geary  and  Market  via  Geary  to  Point  Lobos  Ave.,  to 
5th  Ave.,  to  Fulton. 


This  line  gives  the  best  service  in  the  city,  with  the  exception 
of  transferring, — all  the  cable  lines  seem  to  give  better  service  than 
the  electric  lines  in  regard  to  the  number  of  cars  furnished  when  com- 
pared with  the  number  of  passengers  carried  and  in  regard  to  the 
uniformity  of  headway  maintained. 

A  4-minute  headway  is  maintained  up  to  4  p.  m.,  when  a  3-minute 
headway  with  22  cars  is  maintained.  At  9  p.  m.  the  headway  is  cut 
down  to  4  minutes  again,  and  gradually  to  5  minutes  for  the  last  cars. 
A  car  is  very  seldom  crowded  and  it  is  about  the  only  line  in  the  city 
where  the  passengers  are  reasonably  sure  of  getting  a  seat. 


UNION  STREET  LINE  (Presidio  &  Ferries  R.  R.  Co.) 

Maximum  number  of  cars,  17.  Minimum  headway,  4  minutes. 

ROUTE— From  Ferry  Depot  via  East  Street  to  Washington  to 
Montgomery  Ave.,  to  Union  to  Baker  to  Lewis  Street. 


17  cars  are  operated  on  this  line  from  5  to  7  p.  m.  on  a  4-minute 
headway.  The  balance  of  the  day  14  cars  are  operated  on  a  5-minute 
headway.  This  line  gives  in  many  respects  the  best  service  of  any 
electric  line  in  the  city.  The  cars  are  small,  though  the  heavy  type 
of  car  would  have  trouble  in  climbing  some  of  the  hills,  and  they  get 
a  little  crowded  from  5  to  7  in  the  evening.  A  few  more  cars  on  this 
line  would  give  ideal  service  for  the  amount  of  travel. 


San  Mateo  Electric  Line 

Maximum  number  of  cars,  12.  Minimum  headway,  15  minutes. 

ROUTE — 5th  and  Market  via  5th  to  Mission  to  Colma  to  Ceme- 
teries to  San  Mateo. 

26 


This  line  always  carries  a  greaj;  many  passengers  and  while  the 
service  is  good  enough  during  the  day,  an  extra  car  or  two  would 
help  mornings  and  evenings.  A  car  leaving  every  15  minutes  is  con- 
sidered good  service  for  suburban  work,  but  on  Sunday  the  line  does 
not  begin  to  handle  the  traffic.  Twice  the  number  of  cars  are  needed 
to  transport  the  crowds  that  go  down  the  peninsula  to  the  cemeteries, 
stations  and  towns  on  the  road  and  to  San  Mateo.  Coming  home 
Sunday  evenings,  the  people  fight  to  get  on  and  the  cars  are  terribly 
•overcrowded.  The  cars  are  large,  high-powered  cars  and  make  good 
time  on  the  runs,  but  extra  provision  should  be  made  for  the  Sunday 
and  holiday  travel.  If  some  of  the  cars  started  from  Mission  and 
Ocean  Avenue,  or  even  south  from  the  Cemeteries,  it  would  relieve 
the  travel,  as  there  is  no  need  of  all  the  San  Mateo  cars  duplicating 
so  much  of  the  Mission  Street  line.  The  charge  of  25  cents  to  San 
Mateo  is  very  modest,  much  cheaper  than  by  the  S.  P.  train,  though 
the  time  is  not  so  good.  Over  two  hundred  passengers  are  carried 
per  trip  during  the  busy  hours  on  Sundays. 


EXTENSION   LINES 


Fillmore  Hill 

Three  cars  are  running  continually  on  this  line  on  Fillmore  from 
Broadway  to  Bay  Street  and  give  good  service.  However,  four  cars 
would  naturally  give  better  service  and  are  really  needed,  not  only 
during  the  morning,  but  in  the  evenings  when  people  are  returning 
from  work.  These  cars  carry  a  great  many  passengers  each  trip  all 
through  the  day. 

The  cars  are  only  equipped  with  hand  grip  brakes,  and  should 
have  air  brakes  as  well.  Too  much  caution  cannot  be  observed, 
where  the  lives  of  passengers  are  continually  in  danger,  going  down 
these  steep  hills. 


Clement 

Maximum  number  of  cars,  5.  Minimum  headway,  9  minutes. 

ROUTE— Parker  Ave.  and  California  St.  via  Parker  "to  Richmond 
Ave.  to  1st  Ave.  to  Clement  to  33rd  Ave.  to  Point  Lobos  Ave.  to 
Sutro  Baths. 


The  Clement  line  was  the  old  Sutro  line  before  the  fire,  but  is 
nothing  more  than  an  extension  line  now.  A  9-minute  headway  gives 
poor  service,  but  there  are  not  many  people  who  patronize  the  line. 
Mornings  and  evenings  the  cars  get  a  good  load,  but  are  never  crowded. 
The  track  is  in  good  condition  all  the  way,  consequently  good  time 
is  made.  There  are  no  crowded  transfer  points  on  the  line,  and  the 
only  time  the  line  would  really  need  better  service  would  be  during 
the  summer 

27 


Castro    (Cable   Line) 

Maximum  number  of  cars,  4.  Minimum  headway,  5  minutes. 

KOUTE— South  on  Castro  from  18th  to  26th  Street. 

Acting  as  an  extension  of  the  Market  Street  line  No.  8,  which 
stops  at  18th  and  Castro,  this  line  completes  the  route  of  the  old 
Castro  line  before  the  fire.  More  cars  and  a  better  service  are  needed, 
during  the  morning  and  evening  rush  especially.  The  Market  Street 
line  is  greatly  crowded,  many  of  the  passengers  continuing  on  this  line 
over  the  steep  Castro  Street  Hill. 

There  are  no  transfer  points,  except  with  the  Mission  and  24th 
Street  line  at  Castro  and  24th. 

San  Bruno 

Maximum  number  of  cars,  5.  Minimum  headway,  11  minutes. 

ROUTE— 22nd  and  Mission  via  22nd  to  Howard  to  26th  to  Folsom 
to  Army  to  San  Bruno  Avenue  to  5-Mile  House. 

The  most  important  of  all  the  extension  lines,  giving  very  poor 
service  under  an  11-minute  headway.  The  cars  are  crowded  with  the 
working  people  mornings  and  evenings,  and  for  their  benefit  better 
service  should  be  given  during  the  rush  hours,  though  during  the  day 
the  service  is  good  enough. 

The  Bryant  and  Folsom  Street  lines  are  the  only  transfer  points 
on  the  line.  Most  of  the  passengers  board  the  cars  at  the  northern 
terminus  with  transfers  from  the  lines  running  on  Mission  Street. 

Railroad  Avenue 

Maximum  number  of  cars,  2.                  Minimum  headway,  12  minutes, 
ROUTE— The  extension  of  the  8th  and  18th  Street  line  and  the 
Kentucky  Street  line,  south  on  Railroad  Avenue  from  22nd  Avenue 
to  the  Reis  Tract. 

A  12-minute  headway  is  poor  service  at  any  time  of  the  day.  As 
there  is  considerable  travel  on  this  line,  at  least  2  more  cars  should 
be  added,  especially  for  the  morning  and  evening  hours,  when  the 
working  people  are  going  to  and  from  work.  The  country  around  the 
Reis  Tract  is  growing  rapidly,  many  small  houses  are  being  built  and 
this  line  is  the  only  means  by  which  the  city  can  be  reached. 

SOUTH  SAN  FRANCISCO  R.  R.  &  P.  CO. 

Maximum  number  of  cars,  2.  Minimum  headway,  %  minute. 

The  South  San  Francisco  Railroad  &  Power  Company,  according 
to  the  headway,  gives  the  best  service  of  any  line  in  the  city,  but 
in  reality  it  is  an  unimportant  line  with  a  fair  amount  of  travel. 
The  line  is  new  and  is  used  to  convey  the  passengers  from  the  ceme- 
teries and  San  Mateo  line  (turning  off  toward  the  east  from  a  point 
near  Baden)  to  South  City  and  the  slaughter  houses  of  South  San 
Francir;co.  The  line  gives  good  service  and  needs  no  attention. 

28 


EXTENSION  LINES  OF  ONE  CAR  EACH 


Devisadero 

One  car  travels  back  and  forth  on  Devisadero  Street  between  Jack- 
son and  Sacramento  Streets.  It  is  surprising  to  see  how  many  people 
ride  on  this  car  rather  than  walk  up  the  three  blocks.  The  line  itself 
is  a  farce  and  would  give  better  service  if  the  car  ran  continually 
instead  of  laying  over  at  each  end  of  the  line  for  several  minutes. 

This  line  should  be  extended  along  Jackson  Street  and  along 
Sacramento  to  Fillmore.  (See  criticism  on  the  Sacramento  Cable  line 
and  the  Fillmore  and  Mission  line  No.  23). 


Fulton 

One  car  runs  every  20  minutes  on  Fulton  Street  from  8th  Avenue 
(the  extension  of  the  Geary,  Turk  and  Eddy,  McAllister,  and  Hayes 
Street  lines)  to  36th  Avenue.  The  only  travel  on  the  line  consists  of 
the  patrons  of  the  Casino  Road  House  and  the  Hotel  Cairns  at  36th 
Avenue  and  Fulton.  In  fact,  this  line  was  extended  out  from  the 
Casino  to  36th  Avenue  when  the  Cairns  was  finished.  However,  it 
serves  to  take  people  to  Stow  Lake  and  Spreckels  Lake  in  Golden 
Gate  Park.  Fulton  Street  is  graded  through  to  the  beach  and  the 
railroad  company  has  promised  to  continue  the  line  out  there.  This 
would  aid  greatly  in  handling  the  Sunday  and  holiday  traffic  to 
the  beach. 


Parkside,  Ocean  and  Beach 

But  one  car  runs  on  this  line  every  24  minutes  from  20th  and  H 
Street,  via  20th  to  Parkside. 

There  is  very  little  travel  on  this  line  yet,  except  on  Sunday, 
though  the  growing  district  around  Parkside  promises  to  keep  this 
line  busy  before  long.  The  transfer  point  is  in  the  center  of  the  Park 
side  tract  and  right  in  front  of  the  real  estate  office.  This  line  might 
just  as  well  continue  on  to  the  end  of  the  Parkside-San  Mateo  line. 
The  line  does  not  run  to  the  ocean  or  beach  as  the  name  would  imply. 


Parkside  and  San  Mateo 

But  one  car  runs  on  this  line  every  30  minutes  from  the  center  of 
the  Parkside  tract  (the  end  of  the  Parkside,  Ocean  and  Beach  line) 
through  the  Parkside  tract  to  the  Sloat  Boulevard  to  Ingleside  (the 
end  of  the  Ingleside  line).  It  might  better  be  called  the  Parkside- 
Ingleside  line,  as  it  has  nothing  to  do  with  San  Mateo  or  the  San 
Mateo  line,  except  that  it  connects  with  the  latter  through  the 
Ingleside  line.  The  car  running  on  this  line  is  in  poor  condition  and 
has  not  the  power  to  climb  the  smallest  hill.  The  line  should  run 
through  to  20th  and  H,  instead  of  stopping  where  it  does.  There  is 
little  travel  on  this  line  except  on  Sunday. 


Boswcrth 

One  car  runs  on  this  line  every  10  minutes  from  Mission  and  Bos- 
worth  Streets,  via  Bosworth  to  Chenery  and  Bosworth,  where  it  meets 
the  Guerrero  Street  line.  The  line  has  little  travel  and  is  only  used 
because  of  the  bad  condition  of  the  streets  in  this  locality. 


GENERAL  REMARKS 

The  United  Railroads  stated  that  their  present  runs  and  schedules 
are  only  temporary;  that  more  cars  would  be  run  as  soon  as  they  could 
get  the  power.  The  Company  has  not  enough  modern  cars  on  hand 
or  ordered  to  run  the  system  in  a  manner  that  would  accommodate 
the  people  and  give  them  a  service  where  they  would  not  have  to 
spend  much  time  waiting  for  cars,  and  then  take  a  chance  on  even 
getting  a  seat.  The  city  authorities  in  New  York  compel  the  Inter- 
borough  Rapid  Transit  Company  to  run  so  many  cars  a  day  on  each 
line,  irrespective  of  the  season  of  the  year,  the  crowds  or  the  occasion. 
Something  of  that  nature  here  would  at  least  give  the  public  better 
service. 

SUGGESTIONS 

Of  all  the  suggestions  that  could  be  mentioned,  the  most  welcome 
would  undoubtedly  relate  to  facilities  for  handling  the  crowds. 

Before  the  fire,  the  California  Street  line  employed  two  conductors 
to  each  car,  from  the  Ferry,  as  far  west  as  the  traffic  demanded.  If 
this  scheme  were  carried  out  on  the  Sutter,  Turk  and  Eddy,  Kearny, 
Polk  and  Larkin,  Fillmore,  Market,  Valencia,  Haight,  McAllister, 
and  Hayes  Street  lines,  it  would  do  away  with  a  great  deal  of  delay 
and  annoyance.  The  extra  cost  to  the  railroad  company  would  be 
more  than  compensated  for  in  the  extra  fares  collected,  that  are  now 
lost  through  overcrowding.  One  conductor  should  do  nothing  but 
collect  fares,  while  the  other  gave  the  bells  to  start  and  stop  the  car, 
and  watched  the  passengers  getting  on  and  off,  thus  preventing  sudden 
starting  when  passengers  are  partly  on  or  off. 

This  would  only  be  necessary  during  the  rush  hours  from  4:30 
p.  m.  to  8  :30  p.  m. 

Trailers 

Another  old  plan,  used  to  great  advantage  on  the  Kearny  line 
before  the  fire,  was  the  use  of  "trailers"  to  accommodate  traffic  during 
the  rush.  Trailers  could  be  used  on  the  Valencia,  McAllister,  Market, 
Turk  and  Eddy,  Kearny,  Sutter,  Polk  and  Larkin  and  Mission  Street 
lines.  Very  little  more  power  would  be  required  for  the  high-powered 
cars  to  tow  trailers  on  the  level  streets.  But  one  motorman  would 
be  needed  instead  of  two,  as  in  the  case  of  putting  on  extra  cars ; 
less  power  would  be  needed  than  the  extra  motors  would  use  with 
extra  cars  on;  old  cars  could  be  used  for  trailers,  and  the  cost  of 
equipment  to  the  railroad  company  would  be  a  great  deal  less  than 
in  the  case  of  putting  on  extra  cars  to  accommodate  the  same  number 
of  people. 

30 


Push  Bottons  for  Stopping  Cars 

All  of  the  new,  heavy  type,  cars  are  equipped  with  push  bottons 
between  the  windows.  In  Washington,  D.  C.,  probably  the  best 
regulated  city  in  the  world  for  street  car  service,  as  well  as  in  St. 
Louis,  Denver  and  Omaha,  this  method  is  used  most  successfully. 
Passengers  ring  the  bell  to  stop  the  car,  by  pushing  the  electric  button, 
before  coming  to  their  destination.  In  this  way  the  conductor  is 
saved  a  great  deal  of  time  and  passengers  are  not  carried  beyond 
their  destination  when  in  a  crowded  car  because  they  cannot  attract 
the  conductor's  attention. 

Doors 

The  present  double  doors — a  patented  labor  saver  that  consumes 
more  time  in  the  end — are  a  decided  failure.  The  doors  stick  and 
work  hard,  preventing  ladies  arid  any  one  but  a  strong  man  from 
opening  them.  The  manipulation  of  one  door  is  supposed  to  work 
both.  It  would  be  better  to  have  them  independent  of  each  other. 

Strap-Hangers 

A  new  style  strap  for  ringing  up  cash  fares  and  transfers  has  been 
installed  in  some  of  the  cars  instead  of  the  brass  lever  as  of  old.  These 
straps  hang  alongside  of  the  straps  for  the  support  of  those  who  have 
to  stand.  They  are  so  much  alike  that  passengers  find  themselves 
ringing  up  fares.  Their  use  should  be  discontinued. ' 

Trolleys 

A  great  deal  of  delay  and  annoyance  is  caused  by  the  trolleys 
jumping.  This  is  due  in  part  to  the  self-winding  reels  that  hold  the 
trolley  rope,  failing  to  release  the  rope  when  the  trolley  goes  up, 
thus  keeping  the  trolley  from  being  in  contact  with  the  wire. 

Then  again,  the  connections  between  circuits  and  the  switches 
in  the  trolley  wire  at  crossings  and  turns  are  not  always  made  at  a 
gradual  curve.  The  car,  in  rounding  a  sharp  turn  very  fast,  prevents 
the  trolley  wheel  from  following  the  groove  or  the  switch  or  the  frog 
in  the  wire,  whichever  the  case  may  be,  and  the  trolley  jumps. 

Owl  Cars 

A  trip  on  an  owl  car  in  the  early  morning  is  a  revelation.  Smok- 
ing is  indulged  in  all  over  the  car,  contrary  to  the  city  ordinance. 
The  motormen  and  conductors  smoke.  Even  a  policeman,  returning 
from  duty,  joins  in  breaking  the  law  he  should  uphold.  Passengers 
expectorate  in  the  car  and  think  nothing  of  putting  their  feet  on  the 
seats.  The  law  should  be  enforced  in  the  early  morning  as  well  as 
any  other  time  of  the  day  or  night. 

Crowded  Rear  Platforms 

The  ordinance  prohibiting  smoking  in  street  cars  except  on  the 
rear  platforms,  after  the  first  few  kicks  were  registered  was  obeyed 
very  well.  The  only  drawback  is  the  consequent  crowding  of  the  rear 
platforms.  The  company's  request  that  passengers  leave  by  the  front 
door  should  be  made  a  law.  Then  the  conductors  (especially  with  the 

31 


two  conductors  to  the  car  plan)  should  keep  the  rear  platform  clear 
on  the  outside  or  entering  side.  This  was  done  on  the  Kearny  Street 
line  before  the  fire,  with  great  success,  backed  up,  of  course,  with  an 
ordinance  to  that  effect.  More  time  is  lost  by  passengers  getting  on 
and  off,  or  rather  their  inability  to  get  on  and  off,  than  by  any  other 
delay  countenanced  on  the  road.  If  need  be,  the  entrance  and  exits 
could  be  set  off  with  a  railing. 

Right  of  Way  for  Street  Cars 

Street  cars  should  have  the  right  of  way  over  everything  but  am- 
bulances and  the  fire  and  police  departments.  The  railroads  are  for 
the  transportation  of  the  public  and  it  should  be  a  misdemeanor, 
punishable  by  imprisonment  and  fine,  or  both,  for  buggies,  wagons 
and  trucks  to  ride  the  rails  as  they  do ;  getting  out  of  the  tracks  just 
in  time  to  avoid  collision,  thus  delaying  the  cars.  In  New  York  and 
Chicago,  where  the  cars  have  to  go  fast  to  accommodate  the  masses, 
people  no  more  think  of  getting  in  the  way  than  they  do  in  getting 
in  front  of  a  locomotive.  If  teams  were  forced  by  law  to  keep  off  of 
the  tracks,  except  in  crossing,  we  would  not  see  a  whole  line  blocked 
by  a  wagon  with  a  broken  wheel  or  axle,  or  a  horse  that"  has  fallen 
down. 

Car  Routes 

The  Sutter  Street  line  should  run  to  the  Ferry  by  all  means. 
Horse  cars  are  a  disgrace  to  a  modern  city. 

The  Turk  and  Eddy  line,  which  now  gives  poor  service,  could 
be  improved  with  more  cars.  A  good  idea  would  be  to  have  some 
cars  switch  back  at  Eddy  and  Market,  instead  of  going  to  the  Ferry, 
as  some  cars  on  the  Ellis  and  O'Farrell  line  now  switch  back  at  Ellis 
and  Market.  Cars  going  through  to  the  Ferry  should  not  stop  to  take 
on  passengers  from  the  switch  back  point  to  Fillmore  Street,  or  some 
cross  streets  far  enough  west  where  the  traffic  slackens.  Cars  starting 
from  the  intersection  of  Market  Street  could  pick  up  the  passengers 
between  these  two  points. 

In  this  way  better  time  could  be  made  and  more  people  handled 
in  a  shorter  space  of  time. 


TRANSFER  SUGGESTIONS 


California  Street  Line 

The  California  Street  line  has  always  transferred  west  to  the 
Turk  and  Eddy  line  at  Presidio  Avenue,  the  western  terminus  of  the 
California  Street  line.  The  large  number  of  people  who  patronize  this 
transfer  point  must  walk  one  block  north  on  Presidio  Avenue  to  get 
the  Turk  and  Eddy  line  at  Sacramento  Street  and  Presidio  Avenue. 

If  the  transfers  could  be  used  at  California  and  Devisadero  Streets, 

32 


where  the  two  lines  intersect  (but  four  blocks  from  the  present 
transfer  point)  it  would  save  passengers  the  nuisance  of  having  to 
walk  the  block,  which  is  especially  disagreeable  in  winter  weather. 

The  two  companies  seem  willing  to  honor  transfers  at  this  point 
and  to  the  Sutter  line  at  California  Street  and  Presidio  Avenue,  but 
they  will  not  honor  transfers  east  bound,  and  west  bound  on  Market 
Street  from  the  Hyde  Street  or  Jones  Street  lines.  This  privilege 
would  be  a  great  convenience  to  passengers  and  seems  fair,  considering 
that  it  is  done  at  the  western  end  of  the  California  Street  line. 

Kentucky  Street  Line 

A  passenger  coming  north  from  the  Potrero  must  transfer  to  a. 
3rd  and  Kearny  car  at  3rd  and  Townsend  (the  southern  terminus  of 
the  3rd  and  Kearny  line)  if  he  wishes  to  continue  in  a  northerly 
direction.  The  transfer  is  not  honored  north  on  Kearny  at  3rd  and 
Market,  which  is  the  northern  terminus  of  the  3rd  and  Kentucky 
line).  This  is  unfair  to  strangers,  as  the  passengers  naturally  ride  to 
3rd  and  Market,  the  end  of  the  line,  before  transferring  north  on 
Kearny. 

Geary  Street  Line 

The  Geary  Street,  being  an  independent  line,  is  unable  to  honor 
or  issue  transfers  with  the  other  lines.  However,  the  United  Rail- 
roads, Presidio  and  Ferries  and  the  California  Street  Cable  R.  R.  Com- 
pany, the  only  other  companies  operating  cars  in  this  city,  honor 
transfers  between  their  lines  at  certain  points.  It  would  be  a  great 
convenience  if  the  Geary  line  were  allowed  to  transfer  east  and  west 
on  Market  and  to  one  or  two  cross  lines,  the  Geary  line  honoring 
transfers  from  the  other  lines  at  these  points.  The  excellent  service 
of  the  Geary  line  is  handicapped  by  its  being  unable  to  issue  or  honor 
transfers. 

Other  than  these  points  mentioned,  the  transfer  system  is  very 
fair  and  elastic.  Passengers  can  go  from  any  part  of  town  to  another, 
by  the  intelligent  use  of  transfers,  on  a  single  fare. 

There  is  just  one  more  criticism  to  make,  the  United 
Railroad  (the  company  referred  to  in  this  report)  has  adopted 
a  system  of  numbering  the  lines,  placing  a  number  about 
eighteen  inches  high  on  the  front  of  the  roof  of  each  car.  These 
numbers  are  illuminated  at  night.  The  idea  could  be  improved  if 
the  lines  and  their  designated  numbers  were  printed  on  the  backs 
of  the  transfers,  so  strangers  or  any  one  could  know  them,  instead  of 
the  large  warning,  "Not  transferable — no  stop-over,"  which  now 
occupies  the  back  of  the  transfers,  a  warning  that  is  not  needed  and 
is  valueless. 

Respectfully  submitted, 

(Signed)      Warren  Manley, 

Inspector. 
33 


SPECIAL  REPORT 
ON  THE  NUMBERING  OF  THE  STREET  CAR  LINES 


Pursuant  to  instruction  a  special  examination  has  been  made  of 
the  new  system  of  numbering  street  cars  to  designate  their  routes, 
and  I  beg  to  report  as  follows: 

The  numbers  used  on  the  street  car  lines  at  present  are  as 
follows : 

No.  1    Sutter     No.  14 Cemeteries 

No.  3 Jackson  and  Sutter     No.  15 3rd  and  Kearny 

No.  4 Turk  and  Eddy     NO.  16   Kentucky 

No-  5    •  McAllister     No    18 Mission  and  Polk 

N°-     76    -  M^son^     No.  19 Bryant  and  Polk 

No.     7  Haight     _,  _r_.          .    „ 

No.     8    Market  No-  20 ™is  and  Ocean 

No.     9  Valencia  No.  21--  Hayes  and  Ellis 

No!  10 Guerrero— Glen  Park  No.  22    Fillmore 

No.  11 Mission  and  24th  No.  23  Fillmore  and  Mission 

No.  12  Ingleside  No.  24 Mission    and    Chutes 

It  will  be  noticed  that  there  are  no  numbers  2,  13,  17. 

Numbers  10,  11,  12,  14,  15,  16  have  not  been  placed  on  the  respec- 
tive cars  as  yet. 

The  defects  in  the  system  are  on  the  following  lines: 

Numbers  1,  5,  10,  15,  20. 

The  Sutter  Street  Line  No.  1:  Every  other  car  goes  through  to 
the  beach,  while  the  others  stop  at  6th  Ave.  and  California.  Separate 
numbers  should  be  used  for  these  lines. 

The  McAllister  Street  Line  No.  5:  Every  other  car  goes  to  the 
Chutes,  while  the  others  switch  back  at  the  car  house  at  McAllister 
Street  and  Central  Avenue.  These  cars  should  have  separate  numbers. 

There  are  two  lines  numbered  10.  The  Guerrero  Street  operating 
on  Mission  Street  from  the  Ferry  to  14th  Street  and  San  Jose  Avenue 
and  Ocean  View,  and  the  Glen  Park  line,  operating  on  Mission  Street 
from  the  Ferry  to  14th  to  Guerrero  and  Chenery  Streets  and  San  Jose 
Avenue.  These  lines  should  have  separate  numbers. 

There  are  two  lines  using  No.  15.  The  Kearny  Street  cars  that 
switch  off  at  Kearny  and  Broadway  to  the  Ferry,  and  those  that 
switch  off  to  North  Beach.  These  lines  were  numbers  15  and  17,  but 
17  was  consolidated  with  15.  The  two  numbers  should  be  used. 

The  Ellis  and  Ocean  View  line  No.  20  should  have  two  separate 
numbers,  as  every  other  car  goes  through  to  the  beach,  while  the  rest 
switch  back  at  19th  Avenue  and  H  Street. 

Respectfully  submitted, 
Jan.   7,   1909.  (Signed)     Warren   Manley, 

Inspector. 
34 


SPECIAL  REPORT 

ON  THE  POSSIBILITY  OF  RUNNING  THE  SUTTER  STREET 

LINE  TO  THE  FERRY  ON  THE  INNER  TRACKS 

ON  MARKET  STREET 


Pursuant  to  instructions  a  special  investigation  has  been  made 
of  the  number  of  cars  on  the  central  tracks  on  Market  Street  from 
Sutter  Street  to  the  Ferries,  to  ascertain  whether  it  would  be  prac- 
ticable to  run  the  Sutter  Street  cars  through  to  the  Ferries,  over  the 
inner  tracks  without  overcrowding  the  tracks  or  loops,  and  I  beg  to 
report  as  follows: 

There  is  no  doubt  but  that  this  could  be  done,  after  putting  in 
new  switches  at  Sutter  and  Market.  The  extra  cars  that  would  run 
on  Market  Street  from  the  Sutter  Street  line  would  not  overcrowd 
the  tracks  now  in  use.  Three  times  the  present  number  of  cars  now 
running  on  Market  could  be  run  before  overcrowding.  The  following 
facts  will  prove  these  statements : 

The  maximum  number  of  cars  running  on  the  Sutter  Street  line 
is  23,  with  a  3-minute  headway,  and  7  on  the  Sutter  and  Jackson  line 
with  a  6%-minute  headway. 

On  the  afternoon  of  January  6th,  cars  operating  on  the  Sutter 
Street  lines  left  the  terminus  at  Sutter  and  Market  as  follows: 

6th  Avenue — Sutter  Street 3  :52  p.  m. 

Cliff  ' '     3 :55  p.  m. 

Jackson    and   Sutter 3  :56  p.  m. 

6th  Avenue—Sutter  Street 3  :58  p.  m. 

6th  Avenue—Sutter  Street 4 :00  p.  m. 

Jackson  and  Sutter  St 4 :03  p.  m. 

Cliff— Sutter  Street 4 :03%  p.  m. 

Jackson  and  Sutter  St 4 :20  p.  m. 

The  same  afternoon  cars  operating  on  Sutter  Street  passed 
Kearny  as  follows : 

6th  Avenue—Sutter  Street 4 :30y2  p.  m. 

6th  Avenue—Sutter  Street 4 :33  p.m. 

Jackson   and    Sutter 4 :34%  p.  m. 

Cliff— Sutter  Street 4 :37  p.  m. 

6th    Avenue — Sutter    Street 4 :40  p.  m. 

Jackson — Sutter    Street 4 :41  p.  m. 

6th  Avenue—Sutter  Street 4 :4iy2  p.  m. 

The  round  trip  time  from  Sutter  and  Market  to  the  Ferry  is  about 
8  minutes. 

35 


Passed   Butter 

and    Market 

East  bound  at 


Passed  West 
bound    at 


Valencia       Street  car  No.  1588 3  :56  p.  m 4 :03%  p.  m. 

Market         Street  car  No.  1649 3  :56  p.  m 4 :04      p.  m. 

Haight          Street  car  No.  1713 3:56  p.  m 4:04i/2p.  m. 

Turk  and  Eddy  St.  car  No.  1746 3  :56  p.  m 4 :04      p.  m. 

Masonic       Street  car  No.  1649 3  :58  p:  m 4 :06      p.  m. 

Turk  and  Eddy  St.  car  No.  1724 3  :58  p.  m 4 :06      p.  m. 


Elapsed 
time 

7%  min, 
8  min. 
Sl/2  min. 
8  min. 
8  min. 
8  min. 


From  the  above  experiments  it  will  be  seen  that  no  more  than 
five  cars  of  Sutter  Street  lines,  six  at  the  most  during  the  rush  hours, 
will  be  on  the  Market  Street  tracks  at  the  same  time.  Of  the  lines 
now  running  on  Market,  the  Masonic,  Turk  and  Eddy,  Market,  Val- 
encia, McAllister,  Haight  Street  lines,  there  are  rarely  more  than  12 
of  these  cars  on  the  Market  Street  tracks  from  Sutter  to  the  Ferry 
and  back  at  the  same  time  during  the  rush  hours. 

The  addition  of  five  or  six  cars  from  Sutter  Street  would  not 
overcrowd  the  Market  tracks;  it  would  help  relieve  the  traffic  at 
the  Ferry  and  would  be  a  great  benefit  to  passengers  traveling  on  the 
Sutter  Street  lines,  as  evidenced  by  the  number  of  people  patronizing 
the  two  horse  cars,  now  used  as  an  extension  of  the  Sutter  Street 
lines,  and  the  number  of  people  transferring  at  the  junction  of  Sutter 
and  Market. 

The  lines  now  operating  on  Market  Street  are  as  follows:  (This 
is  the  maximum  number). 

No.  4  Turk  and  Eddy 20  cars 4        minute   headway 

No.  5  McAllister   18  cars 3          minute  headway 

No.  6  Masonic    12  cars 6%      minute  headway 

No.  7  Haight    21  cars 2%-3  minute  headway 

No.  8  Market   17  cars 3          minute  headway 

No.  9  Valencia   23  cars 3          minute  headway 


Jan.    7,    1909. 


Respectfully  submitted, 

(Signed) 


Warren   Manley, 

Inspector. 


36 


14  DAY  USE 

**TURN  TO  DESK  FROM  WHICH  BORROWED 

LOAN  DEPT. 


LDS 


Bcrkelef 


Gaylamount      .'-', 
Pamphlet 

Binder 
Gaylord  Bros.,  Inc.  -.' 

Stockton,  Calif. 
T.M.  Reg.  U.S.  Pat.  Off.  T 


U.  C.  BERKELEY  LIBRAWES 


M19450 


3/1 


THE  UNIVERSITY  OF  CALIFORNIA  LIBRARY 


